Thermal Management System, Vehicle, and Associated Method

ABSTRACT

A system is provided that includes an engine coupled to an alternator; a radiator fan motor in electrical communication with the alternator, and that is mechanically decoupled from the engine; an energy storage device in electrical communication with the alternator and the radiator fan motor; and one or more traction motors in electrical communication with the energy storage device, the radiator fan motor, or both. Electricity provided through dynamic braking can power the radiator fan motor upon generation of the electricity, or it can be stored in the energy storage device for use later in powering the radiator fan motor.

BACKGROUND

1. Technical Field

Example embodiments relate to a temperature control system. Exampleembodiments relate to a vehicle thermal management system. Exampleembodiments relate to a method of thermal management.

2. Discussion of Art

Some vehicles use a radiator fan located in the from of the engine as aheat exchange mechanism. Such vehicles may include tractor trailers,haulage trucks, passenger cars and trucks, and other mobile assets. Thefan for these vehicle types can be driven by the engine through a beltor a mechanical coupling. This arrangement may constrain the system to asingle large fan drawing air through a single, square radiator locatedbehind a grill at the front end of the vehicle. Further, speed controlof the fan may be affected by engine speed, optionally with a gearingarrangement and/or a clutch. To run the fan and cool the engine underthis arrangement, the engine must be in operation, which consumes fueland creates engine exhaust as a result. Further, the engine coupling tothe fan can be a significant drag on the horsepower available to drivethe vehicle during operation of the fan.

It may be desirable to have a system and vehicle with characteristicsthat differ from those properties of currently available systems andvehicles. It may be desirable to have a method that differs from thosemethods currently available.

BRIEF DESCRIPTION

In one embodiment, a system is provided that includes an engine coupledto an alternator, and a radiator fan motor in electrical communicationwith the alternator. The radiator fan motor is mechanically decoupledfrom the engine. The radiator fan motor drives a radiator fan to createan air flow across a radiator of the engine. “Mechanically decoupled”means there is no direct belt or other mechanical linkage from theengine to the radiator fan.

In another embodiment, a system is provided that includes an enginecoupled to an alternator, and a radiator fan motor in electricalcommunication with the alternator. The radiator fan motor ismechanically decoupled from the engine. The system further includes anenergy storage device in electrical communication with the alternatorand the radiator fan motor, and one or more traction motors inelectrical communication with the energy storage device, the radiatorfan motor, or both. In one mode of operation, electricity providedthrough dynamic braking is used to power the radiator fan motor upongeneration of the electricity. In another mode of operation, theelectricity provided through dynamic braking is stored in the energystorage device for use later in powering the radiator fan motor.

In another embodiment, a system is provided that includes an enginecoupled to an alternator and a plurality of radiator fan motors inelectrical communication with the alternator. Each of the radiator fanmotors is mechanically decoupled from the engine, and each radiator fanmotor drives a respective fan to create an air flow across a radiator.The fans are oriented relative to the radiator to provide an airflowpattern that differs from an airflow pattern that would be created ifthere was only a single radiator fan associated with the radiator.

In another embodiment, a system is provided that includes an enginecoupled to an alternator, a plurality of radiators, and a plurality ofradiator fan motors in electrical communication with the alternator. Theradiator fan motors are mechanically decoupled from the engine. Theradiator fan motors are respectively associated with the pluralradiators, for creating air flow across the radiators.

DESCRIPTION OF FIGURES

In the figures and specification, like parts are given correspondingnumbers.

FIGS. 1-8 are top view schematic representations of various embodimentsof a thermal management system.

FIG. 9 is a front elevation schematic representation comparing anairflow pattern of a single-fan radiator to an airflow pattern of amulti-fan radiator, according to an embodiment.

FIG. 10 is a table of control signals, according to an embodiment.

FIG. 11 is a graph showing fan control based on temperature thresholds,according to an embodiment.

DETAILED DESCRIPTION

Example embodiments relate to a thermal management system, such as mightbe used in a vehicle. Example embodiments also relate to a method ofthermal management

As defined herein, the term “energy storage device” has a distinct scopefrom a common “battery,” as defined herein. Where the term “battery” islisted, a common battery such as a lead acid battery is referred to,which is sized and configured to turn over an engine starter andpossibly provide for a limited amount of auxiliary load energy for ashort period of time. An example of a battery as defined herein is astandard car battery. As defined herein, a battery is insufficient tomove a traction motor, run a radiator fan for an extended period, orotherwise continuously provide power to vehicle systems and subsystems.By way of contrast with the term “energy storage device” as definedherein, where a “battery” would be insufficient to move a tractionmotor, run a radiator fan for an extended period, or supply an auxiliaryload for more than bare functionality or for more than a. short while,an “energy storage device” is able to perform one or more of thesefunctions. Further, the energy storage device can be coupled to adynamic braking system 150 (see, e.g., FIG. 2 and related description)to charge in response to a dynamic braking event using traction motors(in this instance, the dynamic braking system would be acting in aregenerative braking mode). An example of an energy storage device asdefined herein would be a lithium ion cell array, a sodium metal halidecell array, a sodium sulfur cell array, a nickel metal hydride cellarray, or a nickel cadmium cell array.

The term “radiator,” as defined herein, includes fluid-filled systemsusing heat dissipating fins/structures to transfer thermal energy fromthe fluid into the environment. Particularly, a radiator as definedherein is a device used to disperse the heat or thermal energy which thecoolant has absorbed from an engine. A suitable radiator may contain avertical- or horizontal-finned tubing section connecting a plurality oftanks. The radiator may be designed to hold a large amount of coolant intubes or passages which give a large area in contact with theenvironment or atmosphere. The coolant, for example water mixed withantifreeze, may pass through the engine to be circulated by a water pumpvia a radiator hose to the radiator. For systems having pluralradiators, the plural radiators may be parallel (in the same coolingcircuit, but disposed in separate paths of the cooling circuit, wherecoolant that passes through one radiator of the circuit does not passthrough another radiator of the circuit for a given loop of the coolantthrough the circuit); serial (in the same cooling circuit, and disposedin the same path of the cooling circuit, where coolant that passesthrough one radiator of the circuit passes through another radiator ofthe circuit for a given loop of the coolant through the circuit); ornon-coupled, where the non-coupled radiators are part of separate andnon-fluidly coupled cooling circuits.

In one embodiment, a mechanically decoupled, electric motor-drivenfan(s) can reduce or eliminate one or more design constraints for avehicle. Such constraints may include that the radiator and the fan areboth mounted at the front end of a vehicle, and/or are inline with anengine, that the radiator has a roughly equal height and width, e.g., issquare shaped, and that the radiator is compatibly configured for usewith a single fan.

Design topologies for various embodiments disclosed herein may allow forone or more of the following features: multiple fans with the existingradiator; non-square radiators; multiple and distinct radiators; engineorientation flexibility; and multiple engines or engine-generator sets(“gen-sets”).

In one embodiment, multiple fans are used, in which each is run by anelectric radiator fan motor coupled to an electrical power source suchas an energy storage device. Multiple fans used with the existingradiator allows for fans with smaller diameters relative to a standardfan, increased uniformity of airflow through the radiator, targetedcooling or directional airflows, failure tolerant operation, improvedequipment life, and modular fan replacements and repair.

The use of multiple, relatively smaller fans can reduce the relativesize and cost of the thermal management system. In particular, while asingle large fan may cause a flow of air through a radiator that isnon-uniform, the use of multiple fans can cause multiple air flowsthrough the same or similar radiator to improve the overall uniformityof air flow and the corresponding uniformity of heat transfer from theradiator to the flowing air. Multiple fans can each be directionallypositioned to cause air to flow or circulate in areas of the radiatorwhere additional cooling would be desirable. The use of multiple fanswould allow for operation of the equipment and thermal managementsystem, possibly at a reduced capacity, if less than all members of afan set were to fail. The remaining operational fans of the fan setwould continue to provide a cooling function for the radiator. Thissituation would allow for increased productivity as the vehicle need notbe immediately sidelined until a replaced fan is acquired (as might bethe case for a single-fan design). Even if the vehicle must be sidelinedfrom full time duty for repair, a partially operating fan array maystill allow the sidelined vehicle to reach a repair facility under itsown power, obviating the need for the vehicle to be towed. Further,replacement of the failed fan unit may be less challenging thanreplacement of a conventional fan unit, since the failed fan unit wouldnot require mechanical decoupling from the engine, but only electricaldisconnect from the power source and decoupling from any supportbrackets. In addition, the smaller fan unit would be relatively lighterthan the single larger fan of conventional fan units.

Non-square radiators could be used in a mechanically decoupled, electricmotor driven system. Although a conventional square radiator may beoptimized for the circular sweep of a single fan, the use of multiplefans allows for efficient use of non-square radiator configurations. Forexample, a non-square rectangular radiator (e.g., having a width that istwice its height) could accommodate two or more fans. Extending thewidth of the radiator, while retaining about the same overall surfacearea or cooling efficiency, may allow a design that allows reduction ofthe height of the radiator.

Multiple and distinct (or mutually exclusive) radiators could be used,each with its own fan(s). This configuration may allow mounting theradiators further away from the engine. For example, the radiator may bemounted other places on the vehicle rather than in front center.Suitable locations may include on the vehicle sides either in from of orbehind the front tires. This would allow the engine to be placedrelatively further forward. A forward located engine may enable betterservice access and a reduced clearance requirement in frame. Mountingthe radiator away from the engine also allows for more efficient coolingof the engine because heat from the radiator is less likely to add heatback into the engine.

The engine orientation can also be changed, since it would not need toalign a mechanical fan linkage with the fan. In one embodiment, theengine could be mounted laterally. In another embodiment, the enginecould retain a longitudinal orientation relative to the vehicle, butcould be reversed and/or moved backward relative to the chassis. Such anorientation may allow for a relatively smaller-in-diameter alternator ina horsecollar, for example. Such an alternator may allow reduction ofthe horsecollar size.

In one embodiment, a set of multiple engines may be used. These enginesmay be relatively smaller in size, and may be used as gen-sets. Bygen-sets, it is contemplated that the engines will only be started andused when needed to provide power, such as in a hybrid vehicle. Thus, atlow power usage some of the engines may be idled or stopped to reduce oreliminate fuel use and exhaust emissions. Further, decreasing enginesize may allow for a greater degree of flexibility in the placement andlocation of each of the engines in the gen-set. In one alternativeembodiment, the engines in the multi-engine set differ from each otherin at least one aspect. Such aspects may include, as a differencerelative to each other, the location, horsepower rating, type of fuelused, speed at which they are run (or optimized to be run efficiently),and the like. Where desirable, a cascade of smaller engines may be usedwhere only the engines needed at any one time are in operation. Further,a smaller sized engine may be employed to provide an electrical chargeto the energy storage device so that the energy storage device is atfull capacity when needed.

In another embodiment, the fan need not be mechanically decoupled fromthe engine. For example, the energy storage device and motor may act asa supplement to the mechanical connection of the fan drive or viceversa, for example as a way to conserve electrical power while theengine is running while maintaining power to the fan when the engine isdisengaged.

FIG. 1 is a schematic representation of a thermal management system 100according to an example embodiment, The system 100 includes an engine10, an alternator 12 coupled to the engine, a radiator fan 20, and aradiator 22. The engine 10 may be directly coupled to the alternator viaa belt, so that the engine mechanically drives the alternator forproducing electricity. The engine-alternator coupling in this example isa direct mechanical linkage. The system 100 further includes an electricradiator fan motor 102 in electrical communication with the alternator12. The radiator fan motor 102 is mechanically decoupled from theengine. The radiator fan motor 102 drives the radiator fan 20 to createan air flow across the radiator 22. “Mechanically decoupled” means thereis no direct belt or other mechanical linkage from the engine 10 to theradiator fan 20.

FIG. 2 is a schematic representation of a thermal management system 200according to an example embodiment. The system 200 includes an engine10, an alternator 12 coupled to the engine, a radiator fan 20, and aradiator 22. The engine 10 may be directly coupled to the alternator viaa belt, so that the engine mechanically drives the alternator forproducing electricity. The engine-alternator coupling in this example isa direct mechanical linkage. A small cranking battery 14 is inelectrical communication with the alternator, through which it ischarged, and with the engine via a starter (not shown). A set ofauxiliary load devices 16 may be coupled to the alternator as well. Ifthe system 200 is in a vehicle, the vehicle may include a pair ofwheels/tires 4 for alignment, and a vehicle chassis where the front ofthe vehicle is indicated by reference number 6. The engine 10 may belocated within the chassis space.

In the stem 200, there is no direct mechanical or belt linkage from theengine 10 to the radiator fan 20, and the system 200 further includes anelectric radiator fan motor 102 that is electrically coupled to thealternator and to an energy storage device 106. The energy storagedevice 106 is further coupled to the alternator, also, and optionally toa regenerative braking system or other dynamic braking system 150 thatincludes one or more traction motors 152. (For example, the tractionmotors 152 may be mechanically coupled to the wheels 4.) A suitableenergy storage device includes, for example, a sodium metal halidebattery, sodium sulfur, lithium ion battery, nickel metal hydride,nickel cadmium, and the like, as well as other energy storage mediums(capacitors, fuel cells, fly wheel devices, and the like). It should benoted that the energy storage devices listed here need not be entirelyinterchangeable, and may be selected based on the end use requirementsand constraints. As used herein, dynamic braking refers to slowing avehicle by converting vehicle mechanical energy to electrical energy(e.g., through traction motors of the vehicle), and regenerative brakingto a type of dynamic braking where braking-generated electricity isselectively stored in an energy storage system (as opposed todissipating the electricity or immediately using the electricity).

In an embodiment of the system 200, electricity is generated orotherwise provided through dynamic braking of the dynamic braking system150. In a first mode of operation of the system 200, as the electricityis being generated in dynamic braking, the electricity is routed topower the radiator fan motor 102. In a second mode of operation of thesystem 200, the electricity provided through dynamic braking is storedin the energy storage device 106 for use later in powering the radiatorfan motor 102 (regenerative braking).

In an embodiment, the system 200 further comprises a controller 154 thatcan operate the radiator fan motor 102 when the engine 10 is notoperating. (When the engine is not operating, the alternator is notproviding electrical power to the radiator fan motor.) This can berealized by the controller 154 controlling the supplying of electricityfrom the energy storage device 106 to the radiator fan motor 102 whenthe engine is not operating.

FIG. 3 shows an example embodiment of a system 300 that differs from thesystem of FIG. 2 in that the engine 10 is in reverse orientation. Thisis also a difference from mechanically driven radiator fan systems,which require a forward facing orientation of the engine due to theconstraint of the placement of the radiator fan.

FIG. 4 shows an example embodiment of a system 400 that differs from thesystem of FIG. 2 in that a single radiator fan motor is replaced by afirst radiator fan motor 302 and at least one second radiator fan motor304, each of which drives a relatively smaller respective radiator fan306, 310. (In the case of plural second radiator fan motors 304, eachsecond radiator fan motor would drive a respective radiator fan.)

During operation, one or both of the fans (radiator fan motor andassociated radiator fan) may be operated, depending on the availableenergy and on the desired cooling level. In alternative embodiments, alarger fan set may be used. The operation of the fans can affect theflow of air through the larger radiator. It is possible, then, toconfigure the fan orientation to achieve a different, and moreeffective, air flow through the radiator, and to increase thermaltransfer in otherwise airflow starved regions of the radiator (relativeto a single fan/single radiator).

Further, in the event of a failure of one or some of the fans, the otherremaining fan(s) may be employed to ensure that the radiator is properlycooled. A warning signal for a fan failure can then be used to affectthe operation of the vehicle (down rating but not shutting it off, forexample) and can indicate a replacement is needed while not removing thevehicle from service.

FIG. 5 shows an example embodiment of a system 500 that differs from thesystems of FIGS. 3 and 4 in that the engine (in reverse orientation) ismoved forward in the chassis space. Electric radiator fan motors 402,404 are each electrically coupled to the alternator 12 and energystorage device 106, and are mechanically coupled to respectiverelatively smaller fan blades 420 a, 420 b, which are configured to drawan airflow through corresponding radiators 422 a, 422 b. The fan bladesand radiators are similar to the blades and radiators of the system ofFIG. 4, but are positioned relatively differently in the vehiclechassis. Such a configuration would allow for a greater degree offlexibility in vehicle design.

FIG. 6 shows an example embodiment of a system 600 that differs from thesystem shown in FIG. 5 in that the two illustrated radiator/radiatorfan/radiator fan motor assemblies are oriented away from the front ofthe vehicle 6. In an alternative embodiment, there is one assemblypointed toward the vehicle front 6, while another is oriented away fromthe vehicle front. In one aspect, plural radiators are disposed in avehicle chassis having a vehicle front end 6 and one or more vehiclesides that are perpendicular to the vehicle front end; at least one ofthe radiators is oriented towards one of the vehicle sides.

FIG. 7 shows an example embodiment of a system 700 that differs from thesystem shown in FIG. 4 in that the engine orientation is skewed relativeto the vehicle forward axis “V.” In the illustrated embodiment, theengine 10 is perpendicular to the vehicle front 6. For clarity, theengine crankshaft may define an axis “A” that is parallel to a plane “P”defined by the vehicle front end 6, wherein the plane is at a rightangle to the vehicle forward axis “V.”

FIG. 8 shows an example embodiment of a system 800 that differs from thesystem shown in FIG. 7 in that rather than the larger single engine, thesystem includes a set of two (or more) smaller gen-sets, each comprisingan engine 710, 712 and an alternator/generator 714, 716, respectively.In the illustrated embodiment, the gen-sets are both diesel, and can beoperated in response to the system load, or projected system load, andthe remaining state of charge of the energy storage device.

During operation, a system controller 154 checks signals from sensors(not shown) to determine such items as the state of charge of the energystorage device 106, the operating condition of each engine in thegen-set, the engine temperature, the ambient temperature, and the like.In response to user input to direct the vehicle functions, thecontroller implements the electricity generating gen-sets to supply thepower demanded, and/or replenish the energy storage device, and/orsupply the aux load(s), and/or operate the radiator fan motors. The useis balanced against fuel consumption, emissions, noise, expected workloads, system status (for example, is each radiator fan stilloperating), and the like.

In an embodiment, a thermal management system (such as deployed in avehicle) includes a radiator and a plurality of radiator fan motorsassociated with the radiator. Each radiator fan motor drives arespective fan for creating an air flow across the radiator. Thecomposite airflow pattern created by the plural radiator fans differsfrom an airflow pattern that would be created if there was only a singleradiator fan associated with the radiator. An example is illustrated inFIG. 9, which shows the front of a radiator 22 a, 22 b in two differentcontexts. (The radiators 22 a, 22 b are the same, but are provided withdifferent reference numbers in this figure to differentiate between twodifferent radiator fan configurations for each.) In the first, for theradiator 22 a, the system includes a first radiator fan motor andradiator fan 20 a. The system further includes plural “second” radiatorfan motors and radiator fans 20 b (Three “second” radiator fanmotors/radiator fans are shown in this example; there are four radiatorfan motors/radiator fans in total) Each of the radiator fan motors 20 a,20 b is in electrical communication with the alternator, and each ismechanically decoupled from the engine. Each radiator fan motor andradiator fan 20 a, 20 b creates a respective air flow 902 across theradiator 22 a. In contrast, in the case of the radiator 22 b, theradiator 22 b is provided with a single radiator fan motor and radiatorfan 20 c. The single radiator fan motor and radiator fan 20 c creates anairflow pattern 906 across the radiator 22 h. As can be seen bycomparing the two examples 22 a, 22 b in FIG. 9, the plural radiator fanmotors and radiator fans 20 a. 20 b) of the radiator 22 a are orientedrelative to the radiator 22 a to provide an airflow pattern 904 thatdiffers from an airflow pattern 906 that would be created if there wasonly a single radiator fan 20 c associated with the radiator.

By mechanically decoupling the radiator fans from the engine, a thermalmanagement system (and vehicle incorporating such a system) may include,according to various embodiments: a single square radiator having pluralradiator fan motors and radiator fans associated with the single squareradiator; a single square radiator having three or more radiator fanmotors and radiator fans associated with the single square radiator; asingle non-square radiator having plural radiator fan motors andradiator fans associated with the single non-square radiator; a singlenon-square radiator having three or more radiator fan motors andradiator fans associated with the single non-square radiator; multiplesquare radiators, each at the same orientation relative to the vehicleor engine, and each having a single radiator fan motor and radiator fan;multiple square radiators, each at the same orientation relative to thevehicle or engine, and each having plural radiator fan motors andradiator fans (e.g., two fans, or three fans, or more than three fans);multiple square radiators, at different orientations relative to thevehicle or engine, and each having a single radiator fan motor andradiator fan, or plural radiator fan motors and radiator fans, or threeor more radiator fan motors and radiator fans; multiple non-squareradiators, each at the same orientation relative to the vehicle orengine, and each having plural (e.g., two, or three, or more than three)radiator fan motors and radiator fans; multiple non-square radiators, atdifferent orientations relative to the vehicle or engine, and eachhaving plural (e.g., two, or three, or more than three) radiator fanmotors and radiator fans. In an embodiment, for a system with pluralradiators, “different orientation” means that each radiator defines aprimary plane based on its two maximum dimensions (typically width andheight), and that the planes of at least two of the radiators are nonco-planar (in one embodiment), or both non co. planar and non-parallel(in a second embodiment).

In an embodiment, a thermal management system includes an engine coupledto an alternator, and plural radiators (e.g., a first radiator and oneor more second radiators). The system also includes plural radiator fanmotors (e.g., a first radiator fan motor and one or more second radiatorfan motors). The radiator fan motors are in electrical communicationwith the alternator, and are mechanically decoupled from the engine. Foreach radiator, one or more of the radiator fan motors are associatedwith the radiator, for creating air flow(s) across the radiator (e.g.,the first radiator fan motor may be associated with the first radiator,for driving a first fan to create a first air flow across the firstradiator, and the one or more second radiator fan motors may berespectively associated with the one or more second radiators, fordriving a fan(s) to create an air flow(s) across the one or more secondradiators.) Examples of such a system as shown in FIGS. 5 and 6. Withreference to FIG. 5, a thermal management system 500 includes an engine10 coupled to an alternator 12, and plural radiators 422 a, 422 b (e.g.,a first radiator 422 a and one or more second radiators 422 b). Thesystem also includes plural radiator fan motors 402, 404 (e.g. a firstradiator fan motor 402 and one or more second radiator fan motors 404).The radiator fan motors 402, 404 are in electrical communication withthe alternator 12, and are mechanically decoupled from the engine 10.For each radiator 422 a, 422 b, one or more of the radiator fan motorsare associated with the radiator, for mating air flow(s) across theradiator (e.g., the first radiator fan motor 402 may be associated withthe first radiator 422 a, for driving a first fan 420 a to create afirst air flow across the first radiator, and the one or more secondradiator fan motors 404 may be respectively associated with the one ormore second radiators 422 b, for driving a fan(s) 420 b to create an airflow(s) across the one or more second radiators.) With reference to FIG.6, a thermal management system 600 includes an engine 10 coupled to analternator 12, and plural radiators 422 a, 422 b (e.g., a first radiator422 a and one or more second radiators 422 b). The system also includesplural radiator fan motors 402, 404 (e.g., a first radiator fan motor402 and one or more second radiator fan motors 404). The radiator fanmotors 402, 404 are in electrical communication with the alternator 12,and are mechanically decoupled from the engine 10. For each radiator 422a, 422 b, one or more of the radiator fan motors are associated with theradiator, for creating air flow(s) across the radiator (e.g., the firstradiator fan motor 402 may be associated with the first radiator 422 a,for driving a first fan 420 a to create a first air flow across thefirst radiator, and the one or more second radiator fan motors 404 maybe respectively associated with the one or more second radiators 422 b,for driving a fan(s) 420 b to create an air flow(s) across the one ormore second radiators)

In an embodiment, a thermal management system includes an engine coupledto an alternator, and plural radiators (e.g., a first radiator and oneor more second radiators). The system also includes plural radiator fanmotors (e.g., a first radiator fan motor and one or more second radiatorfan motors). The radiator fan motors are in electrical communicationwith the alternator, and are mechanically decoupled from the engine. Foreach radiator, one or more of the radiator fan motors are associatedwith the radiator, for creating air flow(s) across the radiator (e.g.,the first radiator fan motor may be associated with the first radiator,for driving a first fan to create a first air flow across the firstradiator, and the one or more second radiator fan motors may berespectively associated with the one or more second radiators, fordriving a fan(s) to create an air flow(s) across the one or more secondradiators.) Further, each of the radiators (e.g., the first radiator andthe one or more second radiators) is disposed in a vehicle chassishaving a vehicle front end, with each radiator being oriented towardsthe vehicle front end. For example, with reference to FIG. 5, tworadiators 422 a, 422 b are disposed in a vehicle chassis having avehicle front end 6, with each radiator being oriented towards thevehicle front end 6. “Oriented towards” the vehicle front end means thatthe primary plane defined by each radiator based on its two maximumdimensions is: (i) in one aspect, directly oriented towards, meaningparallel to a plane defined by the vehicle front end 6 (see plane “P” inFIG. 7); (ii) in another aspect, mostly oriented towards, meaning notparallel to a plane defined by the vehicle front end 6 but at or within5 degrees of parallel; and (iii) in another aspect, generally orientedtowards, meaning not parallel to a plane defined by the vehicle frontend 6 but at or within 30 degrees of parallel.

In an embodiment, a thermal management system includes an engine coupledto an alternator, and plural radiators (e.g., a first radiator and oneor more second radiators). The system also includes plural radiator fanmotors (e.g., a first radiator fan motor and one or more second radiatorfan motors). The radiator fan motors are in electrical communicationwith the alternator, and are mechanically decoupled from the engine, Foreach radiator, one or more of the radiator fan motors are associatedwith the radiator, for creating air flaw(s) across the radiator (e.g.,the first radiator fan motor may be associated with the first radiator,for driving a first fan to create a first air flow across the firstradiator, and the one or more second radiator fan motors may berespectively associated with the one or more second radiators, fordriving a fan(s) to create an air flow(s) across the one or more secondradiators). Further, each of the radiators (e.g., the first radiator andthe one or more second radiators) is disposed in a vehicle chassishaving a vehicle front end and one or more vehicle sides that areperpendicular to the vehicle front end. Further, at least one of theradiators is oriented towards the vehicle side. For example, withreference to FIG. 6, two radiators 422 a, 422 b are disposed in avehicle chassis having a vehicle front end 6, Each radiator 422 a, 422 bis oriented towards a vehicle side (perpendicular to the vehicle frontend 6). “Oriented towards” a vehicle side means that the primary planedefined by each radiator based on its two maximum dimensions is: (i) inone aspect, directly oriented towards, meaning parallel to a planedefined by the vehicle side, which is a plane perpendicular to a planedefined by the vehicle front (see plane “P” in FIG. 7); (ii) in anotheraspect, mostly oriented towards, meaning not parallel to a plane definedby the vehicle side but at or within 5 degrees of parallel; and (iii) inanother aspect, generally oriented towards, meaning not parallel to aplane defined by the vehicle side but at or within 30 degrees ofparallel.

In an embodiment, a thermal management system includes an engine coupledto an alternator, and plural radiators (e.g., a first radiator and oneor more second radiators). The system also includes plural radiator fanmotors (e.g., a first radiator fan motor and one or more second radiatorfan motors). The radiator fan motors are in electrical communicationwith the alternator, and are mechanically decoupled from the engine. Foreach radiator, one or more of the radiator fan motors are associatedwith the radiator, for creating air flow(s) across the radiator (e.g.,the first radiator fan motor may be associated with the first radiator,for driving a first fan to create a first air flow across the firstradiator, and the one or more second radiator fan motors may berespectively associated with the one or more second radiators, fordriving a fan(s) to create an air flow(s) across the one or more secondradiators). Further, each of the radiators is disposed m a vehiclechassis having a vehicle front end, and the engine is disposed betweenthe radiators. Further, the engine is disposed about as proximate to thevehicle front end as the radiators. (Here, “about as proximate” meansthe end of the engine closest to the vehicle front end is within plus orminus 10% of the distance between the radiators and the vehicle frontend.) For example, with reference to FIG. 5, each of the radiators 422a, 422 b is disposed in a vehicle chassis having a vehicle front end 6,and the engine 20 is disposed between the radiators 422 a, 422 b.Further, the engine is disposed about as proximate to the vehicle frontend 6 as the radiators. As another example, with reference to FIG. 6,each of the radiators 422 a, 422 b is disposed in a vehicle chassishaving a vehicle front end 6, and the engine 20 is disposed between theradiators 422 a, 422 b. Further, the engine is disposed about asproximate to the vehicle front end 6 as the radiators.

In an embodiment, a thermal management system includes an engine coupledto an alternator, and plural radiators (e.g., a first radiator and oneor more second radiators). The system also includes plural radiator fanmotors (e.g., a first radiator fan motor and one or more second radiatorfan motors). The radiator fan motors are in electrical communicationwith the alternator, and are mechanically decoupled from the engine. Foreach radiator, one or more of the radiator fan motors are associatedwith the radiator, for creating air flow(s) across the radiator (e.g.,the first radiator fan motor may be associated with the first radiator,for driving a first fan to create a first air flow across the firstradiator and the one or more second radiator fan motors may berespectively associated with the one or more second radiators, fordriving a fan(s) to create an air flow(s) across the one or more secondradiators.) Further, the radiators (e.g., the first radiator and the oneor more second radiators) are disposed in a vehicle chassis having avehicle front end and one or more vehicle sides that are perpendicularto the vehicle front end. Further, the engine is sideways relative tothe vehicle front end with a crankshaft axis of the engine beingparallel to a plane defined by the vehicle front end. See FIG. 7 as anexample of an engine being sideways relative to the vehicle front endwith a crankshaft axis of the engine being parallel to a plane definedby the vehicle front end.

In an embodiment, a thermal management system includes an engine coupledto an alternator, a radiator, and plural radiator fan motors (e.g., afirst radiator fan motor and at least one second radiator fan motor).The radiator fan motors are in electrical communication with thealternator, and are mechanically decoupled from the engine. The pluralradiator fan motors respectively drive a plurality of radiator fans forcreating air flows across the radiator. The plurality of radiator fansare oriented relative to the radiator to provide an airflow pattern thatdiffers from an airflow pattern that would be created if there was onlya single radiator fan associated with the first radiator. See FIG. 9 andits associated description as an example. The system may be deployed ina vehicle. Further, the system includes a controller 154 thatcommunicates with and controls a respective operational state of each ofthe radiator fan motors. Example control modes effected by thecontroller include selectively initiating operation of the radiator fanmotors (e.g., all radiator fan motors on, all off, some on and some offconcurrently), and variable speed control. In an embodiment, withreference to FIG. 10, the controller 154 responds to an input signal(“Signal”) by initiating operation of one or more of the radiator fanmotors, where the input signal represents a temperature of the engine“T1”, a temperature of coolant of the engine “T2”, an actual orpredicted demand load “L” presented by one or more traction motorsand/or auxiliaries in electrical communication with the engine and/oralternator, or an operational status “O” of one or more of the firstradiator fan motor and the at least one second radiator fan motor.

In another embodiment, the controller 154 is additionally oralternatively operational to determine whether one of the radiator fanmotors is operating (a determination of whether the radiator fan motoris currently running) or operational (a determination of whether theradiator fan motor would run if provided with electrical power). If itis determined that the radiator fan motor in question is not operatingor operational, then the controller selects another one of the radiatorfan motors to determine if that motor is operating or operational.

In another embodiment, with reference to FIG. 11, the controller 154 isadditionally or alternatively operational to control a first one of theradiator fan motors to operate in response to an input signal indicatinga temperature “T” (e.g., of an engine, or of coolant) above a determinedfirst threshold level “R1”. Concurrently, the controller 154 controlsanother, second one of the radiator fan motors to not operate when theinput signal indicates that the temperature “T” is below a determinedsecond threshold level “R2”, which is higher than the first thresholdlevel, Thus, when the input signal indicates that the temperature isbelow the second threshold level and above the first threshold level,only the first radiator fan motor operates, and when the input signalindicates that the temperature is above the second threshold level, bothfans operate. In another embodiment, the controller controls another,third one of the radiator fan motors to not operate when the inputsignal indicates that the temperature is below a determined thirdthreshold level, which is higher than the second threshold level. Inanother embodiment, for a system with three or more radiator fan motorsassociated with a radiator, when the input signal indicates atemperature below a threshold, the controller controls all the radiatorfan motors to a non-operational state. Each time the input signalindicates a temperature rise by more than a predetermined amount,another one of the radiator fan motors is controlled into operation.Each time the input signal indicates a temperature fall by more than thepredetermined amount, one of the operational radiator fan motors iscontrolled into non-operation.

In an embodiment, a thermal management system includes an engine coupledto an alternator, a radiator, and plural radiator fan motors (e g., afirst radiator fan motor and at least one second radiator fan motor).The radiator fan motors are in electrical communication with thealternator, and are mechanically decoupled from the engine. The pluralradiator fan motors respectively drive a plurality of radiator fans forcreating air flows across the radiator, The plurality of radiator fansare oriented relative to the radiator to provide an airflow pattern thatdiffers from an airflow pattern that would be created if there was onlya single radiator fan associated with the first radiator. Further, thesystem includes plural gen-sets, with the engine and alternatorcomprising one of the gen-sets. (Each of the other gen-sets includes itsown engine and alternator.) With reference to FIG. 8 as an example, athermal management system 800 includes art engine 710 coupled to analternator 714, a radiator 22, and plural radiator fan motors 302, 304.The engine 710 is part of a first gen-set that comprises the engine 710and the alternator 714. The system includes at least one other gen-set,in this example a gen-set comprising an engine 712 and alternator 716.In another embodiment, the system (e.g., system 800) further includes acontroller (e.g., controller 154) that communicates with and controls anoperational state of each of the plurality of engines 710, 712 in thegeo-sets.

In another embodiment, a thermal management system includes an enginecoupled to an alternator, a plurality of radiators, and a plurality ofradiator fan motors in electrical communication with the alternator Theradiator fan motors are mechanically decoupled from the engine. Theradiator fan motors are respectively associated with the pluralradiators, for creating respective air flows across the radiators. Thesystem further includes an energy storage device in electricalcommunication with the alternator and the radiator fan motors, and oneor more traction motors in electrical communication with the energystorage device, the radiator fan motors, or both. In one mode ofoperation, electricity provided through dynamic braking is used to powerone or more of the radiator fan motors upon generation of theelectricity. In another mode of operation, the electricity providedthrough dynamic braking is stored in the energy storage device for uselater in powering the radiator fan motors (regenerative braking). Anexample of such a system is shown in FIG. 5. Here, a thermal managementsystem 500 includes an engine 10 coupled to an alternator 12, aplurality of radiators 422 a, 422 b, and a plurality of radiator fanmotors 402, 404 in electrical communication with the alternator. Thesystem further includes an energy storage device 106 in electricalcommunication with the alternator and the radiator fan motors, and oneor more traction motors (not shown in this view, but see 152 in FIG. 2)in electrical communication with the energy storage device, the radiatorfan motors, or both. In one mode of operation, electricity providedthrough dynamic braking is used to power one or more of the radiator fanmotors upon generation of the electricity. In another mode of operation,the electricity provided through dynamic braking is stored in the energystorage device for use later in powering the radiator fan motors(regenerative braking).

Another embodiment relates to a method for thermal management, in avehicle or otherwise. The method comprises selectively providingelectrical power to control a plurality of radiator fan motors inelectrical communication with an alternator coupled to an engine. Theengine includes one or more radiators. Each of the plurality of radiatorfan motors is mechanically decoupled from the engine, and each of theradiator fan motors is coupled with a respective fan for creating an airflow across one of the one or more radiators.

In another embodiment of the method, the plurality of radiator fanmotors are controlled based on an input signal indicative of atemperature. A first one of the plurality of radiator fan motors iscontrolled to operate in response to the input signal indicating thatthe temperature is above a determined first threshold level. Another,second one of the plurality of radiator fan motors is controlled to notoperate when the input signal indicates that the temperature is below adetermined second threshold level, the second threshold level beinghigher than the first threshold level.

In another embodiment, the method further comprises responding to theinput signal, if the input signal is above the second threshold level,by controlling two or more of the plurality of radiator fan motors tooperate.

In another embodiment, the method further comprises determining whethera first radiator fan motor of the plurality of radiator fan motors isoperating or operational. if it is determined that the first radiatorfan motor is not operating or operational, then a second radiator fanmotor of the plurality of radiator fan motors is selected to determineif the second radiator fan motor is operating or operational. The methodmay further comprise initiating operation of an operational radiator fanmotor if it is determined that one of the radiator fan motors is notoperational.

In another embodiment, the method further comprises, if it is determinedthat one of the radiator fan motors is not operational, signaling thatat least one of the radiator fan motors is not operational, and/orcontrolling an engine system in a manner sufficient to not generate moreheat than can be dissipated by those of the plurality of radiator fanmotors that remain operational, in conjunction with the radiator. (Theengine system includes the engine, alternator, and radiator.)

Another embodiment relates to a method for thermal management, in avehicle or otherwise. The method comprises selectively providingelectrical power to control a plurality of radiator fan motors inelectrical communication with an alternator coupled to an engine. Theengine includes plural radiators. Each of the plurality of radiator fanmotors is mechanically decoupled from the engine. For each radiator, oneor more of the radiator fan motors are uniquely associated with theradiator, for creating air flow across the radiator. (For example, “X”of the radiator fan motors may be associated with a first radiator, “Y”of the radiator fan motors may be associated with a second radiator, andso on, where “X” and “Y” represent mutually exclusive groups eachcomprising one or more of the radiator fan motors.) The plurality ofradiator fan motors may be controlled based on an input signalindicative of a temperature. A first one of the plurality of radiatorfan motors is controlled to operate in response to the input signalindicating that the temperature is above a determined first thresholdlevel. Another, second one of the plurality of radiator fan motors iscontrolled to not operate when the input signal indicates that thetemperature is below a determined second threshold level, the secondthreshold level being higher than the first threshold level. In anotherembodiment, the method further comprises responding to the input signal,if the input signal is above the second threshold level, by controllingtwo or more of the plurality of radiator fan motors to operate.

Another embodiment relates to a method for thermal management, in avehicle or otherwise. The method comprises selectively providingelectrical power to control a plurality of radiator fan motors inelectrical communication with an alternator coupled to an engine. Theengine includes plural radiators. Each of the plurality of radiator fanmotors is mechanically decoupled from the engine. For each radiator, oneor more of the radiator fan motors are uniquely associated with theradiator, for creating air flow across the radiator. The method furthercomprises determining whether a first radiator fan motor of theplurality of radiator fan motors is operating or operational. If it isdetermined that the first radiator fan motor is not operating oroperational, then a second radiator fan motor of the plurality ofradiator fan motors is selected to determine if the second radiator fanmotor is operating or operational. The method may further comprisesinitiating operation of an operational radiator fan motor if it isdetermined that one of the radiator fan motors is not operational, hianother embodiment, the method further comprises, if it is determinedthat one of the radiator fan motors is not operational, signaling thatat least one of the radiator fan motors is not operational, and/orcontrolling an engine system in a manner sufficient to not generate moreheat than can be dissipated by those of the plurality of radiator fanmotors that remain operational, in conjunction with the radiators. (Theengine system includes the engine, alternator, and radiators.)

Another embodiment relates to a method for thermal management. Themethod comprises controlling a plurality of radiator fan motors based onan input signal indicative of a temperature. One of the plurality ofradiator fan motors is controlled to operate in response to the inputsignal indicating that the temperature is above a determined firstthreshold level. Another one of the plurality of radiator fan motors iscontrolled to not operate when the input signal indicates that thetemperature is below a determined second threshold level, the secondthreshold level being higher than the first threshold level.

Another embodiment relates to a method for thermal management. Themethod comprises determining whether a first radiator fan motor of aplurality of radiator fan motors is operating or operational. If thestep of determining indicates that the first radiator fan motor is notoperating or operational, then a second radiator fan motor of theplurality of radiator fan motors is selected to determine if the secondradiator fan motor is operating or operational.

It is to be understood that the above description is intended to beillustrative, and not restrictive. For example, the above-describedembodiments (and/or aspects thereof) may be used in combination witheach other. In addition, many modifications may be made to adapt aparticular situation or material to the teachings of the disclosedsubject matter without departing from its scope. While the dimensionsand types of materials described herein are intended to define theparameters of the disclosed subject matter, they are by no meanslimiting and are exemplary embodiments. The scope of the describedsubject matter should, therefore, be determined with reference to theappended claims, along with the full scope of equivalents to which suchclaims are entitled. In the appended claims, the terms “including” and“in which” are used as the plain-language equivalents of the respectiveterms “comprising” and “wherein:” Moreover, in the following claims, theterms “first,” “second,” and “third,” etc. are used merely as labels,and are not intended to impose numerical requirements on their objects.

The embodiments described herein are examples of systems, structures andmethods having elements corresponding to the elements of the inventionrecited in the claims. This written description may enable those ofordinary skill in the art to make and use embodiments having alternativeelements that likewise correspond to the elements of the inventionrecited in the claims. The scope of the invention thus includesstructures, systems and methods that do not differ from the literallanguage of the claims, and farther includes other systems, structuresand methods with insubstantial differences from the literal language ofthe claims. While only certain features and embodiments have beenillustrated and described herein, many modifications and changes mayoccur to one of ordinary skill in the relevant art The appended claimscover all such modifications and changes.

What is claimed is:
 1. A thermal management system comprising: an enginecoupled to an alternator; a first radiator operably coupled with theengine; and a first radiator fan motor in electrical communication withthe alternator, wherein the first radiator fan motor is mechanicallydecoupled from the engine, and wherein the first radiator fan motordrives a first fan to create a first air flow across the radiator. 2.The system of claim 1, further comprising: an energy storage device inelectrical communication with the alternator and the first radiator fanmotor; and one or more traction motors in electrical communication withthe energy storage device, the first radiator fan motor, or both,wherein in a first mode of operation electricity provided throughdynamic braking powers the first radiator fan motor upon generation ofthe electricity and in a second mode of operation the electricityprovided through dynamic braking is stored in the energy storage devicefor use later in powering the first radiator fan motor.
 3. The system ofclaim 1, further comprising a controller that can operate the firstradiator fan motor when the engine is not operating, wherein when theengine is not operating the alternator is not providing electrical powerto the first radiator fan motor.
 4. The system of claim 1, furthercomprising: one or more second radiators; and one or more secondradiator fan motors in electrical communication with the alternator, andeach of the one or more second radiator fan motors is mechanicallydecoupled from the engine, and each of the one or more second radiatorfan motors drives a respective second fan; wherein for each secondradiator, one or more of the second radiator fan motors are associatedwith the second radiator.
 5. The system of claim 4, wherein each of thefirst radiator and the one or more second radiators is disposed in avehicle chassis having a vehicle front end, and each radiator isoriented towards the vehicle front end.
 6. The system of claim 4,wherein each of the first radiator and the one or more second radiatorsis disposed in a vehicle chassis having a vehicle front end and one ormore vehicle sides that are perpendicular to the vehicle front end, andat least one of the radiators is oriented towards one of the one or morevehicle sides.
 7. The system of claim 4, wherein each of the firstradiator and the one or more second radiators is disposed in a vehiclechassis having a vehicle front end, and the engine is disposed betweenthe radiators, and further the engine is disposed about as proximate tothe vehicle front end as the radiators.
 8. The system of claim 4,wherein each of the first radiator and the one or more second radiatorsis disposed in a vehicle chassis having a vehicle from end and one ormore vehicle sides that are perpendicular to the vehicle front end, andthe engine is sideways relative to the vehicle front end with acrankshaft axis of the engine being parallel to a plane defined by thevehicle front end.
 9. The system of claim 1, further comprising: atleast one second radiator fan motor in electrical communication with thealternator, and each of the at least one second radiator fan motor ismechanically decoupled from the engine, and each of the at least onesecond radiator fan motor drives a respective second fan to create arespective second air flow across the first radiator, and each of thefirst fan and the respective second fan is oriented relative to thefirst radiator to provide an airflow pattern that differs from anairflow pattern that would be created if there was only a singleradiator fan associated with the first radiator.
 10. The system of claim9, further comprising a controller that communicates with and controls arespective operational state of each of the first radiator fan motor andthe at least one second radiator fan motor.
 11. The system of claim 10,wherein the controller responds to an input signal by initiatingoperation of one or more of the first radiator fan motor and the atleast one second radiator fan motor, where the input signal represents atemperature of the engine, a temperature of coolant of the engine, anactual or predicted demand load presented by one or more traction motorsand/or auxiliaries in electrical communication with the engine and/oralternator, or an operational status of one or more of the firstradiator fan motor and the at least one second radiator fan motor. 12.The system of claim 9, wherein the engine and alternator comprise afirst gen-set, and the system further comprises one or more secondgen-sets each having a second gen-set engine and alternator.
 13. Thesystem of claim 12, further comprising a controller that communicateswith and controls an operational state of each of the engines of thegen-sets.
 14. A vehicle comprising a chassis and the thermal managementsystem as defined in claim 9, wherein the engine and alternator aredisposed in the chassis.
 15. The vehicle of claim 14, further comprisinga controller that is operational to determine whether the first radiatorfan motor and/or one of the at least one second radiator fan motor isoperating or operational, and if it is determined that the firstradiator fan motor and/or one of the at least one second radiator fanmotor is not operating or operational, then selecting another one of theradiator fan motors to determine if the another one is operating oroperational.
 16. The vehicle of claim 14, further comprising acontroller that is operational to control the first radiator fan motorand/or one of the at least one second radiator fan motor to operate inresponse to an input signal indicating a temperature above a determinedfirst threshold level, while controlling another one of the firstradiator fan motor and/or at least one second radiator fan motor to notoperate when the input signal indicates that the temperature is below adetermined second threshold level, which is higher than the firstthreshold level.
 17. A method comprising: selectively providingelectrical power to control a plurality of radiator fan motors inelectrical communication with an alternator coupled to an engine, theengine including one or more radiators, wherein each of the plurality ofradiator fan motors is mechanically decoupled from the engine, andwherein each of the radiator fan motors is coupled with a respective fanfor creating an air flow across one of the one or more radiators. 18.The method of claim 17, wherein: the plurality of radiator fan motorsare controlled based on an input signal indicative of a temperature; oneof the plurality of radiator fan motors is controlled to operate inresponse to the input signal indicating that the temperature is above adetermined first threshold level; and another one of the plurality ofradiator fan motors is controlled to not operate when the input signalindicates that the temperature is below a determined second thresholdlevel, the second threshold level being higher than the first thresholdlevel.
 19. The method of claim 18, further comprising responding to theinput signal, if the input signal is above the second threshold level,by controlling two or more of the plurality of radiator fan motors tooperate.
 20. The method of claim 17, further comprising: determiningwhether a first radiator fan motor of the plurality of radiator fanmotors is operating or operational; and if the step of determiningindicates that the first radiator fan motor is not operating oroperational, then selecting a second radiator fan motor of the pluralityof radiator fan motors to determine if the second radiator fan motor isoperating or operational.
 21. The method of claim 20, further comprisinginitiating operation of an operational radiator fan motor if it isdetermined that one of the radiator fan motors is not operational. 22.The method of claim 20, further comprising, if it is determined that oneof the radiator fan motors is not operational: signaling that at leastone of the radiator fan motors is not operational; and/or controlling anengine system in a manner sufficient to not generate more heat than canbe dissipated by those of the plurality of radiator fan motors thatremain operational, in conjunction with one or more of the one or moreradiators, wherein the engine system includes the engine, alternator,and one or more radiators.